Heating apparatus



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N. E. AUSTIN.

, HEATING APPARATUS.

No. 449,277. Patented Mar. 31, 1891.

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A t e e h S m e e h s 4 m T m m UP .A G Em H E H q d 0 M 0 W No. 449,277. Patented Mar. 31, 1891.

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UNiTED STATES FFICE.

NELSON E. AUSTIN, OF DANBURY, CONNECTICUT.

HEATING APPARATUS.

SPECIFICATION forming-part of Letters Patent No. 449,277, dated March 31, 1891.

Application filed August 80, 1889.

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Be it known that I, NELSON E. AUSTIN, a citizen of the United States, residing at Danbury, in the county of Fail-field and State of Connecticut, have invented certain new and useful Improvements in Heating Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to certain new and useful improvements in heating apparatus, but more especially to that class of heating appa ratus which is especially adapted to heating railway-cars directly from the locomotive; and the object of my invention is to utilize the waste heat of said locomotive.

My invention consists in the details of construction and combination of elements, such as will be hereinafter fully set forth, and then specifically designated by the claims.

In the accompanying drawings, Figure 1 is a sectional broken-away side elevation of a locomotive provided with my improvement; Fig. 2, a detail bottom view showing the relative position of the various pipes to the motor and blower; Fig. 3, a floor plan of a car pro vided with my improvement, the heatingpipe being shown in dotted lines, and Fig. 4 a sectional side elevation of such car. Fig. 5 is a Fig. 6 is a section taken 011 line 3 y of Fig. 5, showing the inlets to admit steam from the motor to blower. Fig. 7 is a section taken on line 0:00 of Fig. 5, showing steam-inlets to motor. Fig. 8 is a side elevation of the style of fan used in both motor and blower.

Similar letters denote like parts in the several figures.

A is a flue starting within the smoke-charm ber of the locomotive forward of the baffleplate B and leading around a motor C in branches D directly through the blower G into the main heating pipe or conduit E.

F are pipes which lead directly from the cylinders G (only one being shown) to the motor C.

II is a pipe leading from the steam-dome I to the motor, and J is also a pipe leading from said motor up into the smokestaok K, said Serial No. 322, 115. (N0 model.)

pipe being provided with a valve L, for the purpose presently explained.

M is a pipe extending from the front of the motor to the conduit E, said pipe being provided with an ordinary relief-valve N.

O is a connection which establishes free communication between the back of the motor and the pipe M, rearward of the valve N, so that it will be readily understood that the motor may have a direct communication with the main conduit E.

The steam and products of combustion are impelled within the pipe E as follows: The waste steam enters the motor through pipes F, thereby causing the motor to operatewhich in turn operates the blower, which induces a strong current through the pipe E in the direction indicated by the arrow, thus carrying the smoke and gas, after the manner of an exhaust, from the smoke-chamber. If the supply of steam is in excess of that required to operate the motor, such excess will operate to open the relief-valve N and pass beyond the blower into the main conduit E and contribute toward the heating of the said conduit, while if there is a surplusage of steam, both in respect to the motor and the temperature required, the valve L is opened more or less, as the case may demand, to allow the surplus steam to pass up into the smoke'stack. The steam in the pipe H operates the motor directly from the dome when the locomotive has stopped and the supply of steam from the cylinders has thereby been cut off. A valve 0 is provided in the pipe M, whereby the steam may be allowed to escape into the pipe E. By means of the valve (1 in the forward end of the motor between the dome-inlet pipe H and the pipes F J all communication with these pipes F J with the motor may be cut off, the latter being operated in this case directly from the dome.

c is a valve in the pipe H, by means of which the supply of steam from the dome may be controlled.

f is a valve in the fl ue A, whereby the smoke and gas may be out off from passage to the blower when desired. A damper operated by crank g in the smoke-stack may be operated to force the smoke and gas to find exit only.

through the line A.

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I will now proceed to describe the system by which I distribute the heat from the cond uit E within and among the cars.-

P are pipes running beneath opposite sides 5 of the car Q and inclosed by boxes B. These pipes P converge into the main conduit E at the ends of the car, ordinary steam-couplings S serving to unite the sections of said conduit between the several cars. Registers T are provided within the boxes R at suitable intervals, thefloor of the car being cut away to accommodate said registers. At the four corners of the car the pipes P communicate with upright pipes U, inclosed in boxes V, which I pipes U project up thro ugh the car, said boxes being provided with registers \V. Dampers X are arranged at the bottom of these pipes U, whereby the products of combustion may be mainly shut off from said boxes, and dampers Y are provided at the top of said pipes, whereby free passage is afforded to the ventilators b in the roof of the car.

hen it is desired to employ the standpipes as additional radiating-surfaces, the .25 Valves X are opened, in which case the end of the conduit E of the last car of the train is closed.

a are doors (only one shown) within the boxes R, by means of which fresh air may be 0 supplied for ventilating purposes or for cooling the heating-pipes. The conduit E at the rear of the last car is left open as a general thing, unless the heating-pipes find an outlet through the ventilators b.

The blower and motor casings have a single shaft 2', journaled in suitable bearings, upon which is mounted the fans I and I. The steam enters from pipe 2' and striking against thefan 1 causes it to revolve. As both fans are on the same shaft, it is obvious that they will be both caused to revolve together. The revolution of the fan in the blower will create a suction, whereby the smoke and other products of combustion from the pipes D, together with the steam which has passed through the motor, will be drawn through the blower and forced through pipe E to the cars.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. The combination of the blower-motor C, flue A, conduit E, branch pipes D,connecting said fine and conduit, pipes F, leading from the cylinders to the motor, pipe M, leading from the front of the motor around the same into the conduit, valve I and blow-off c in said pipe, connection 0 between the rear of the motor and the pipe h'Lsupply-pipe II from the dome to the blower, and exhaust J, leading from the motor up into the smoke-stack,

substantially as shown and described.

2. The combination, with the main conduit, of the pipes diverging from said conduit at the ends of the car and extending beneath the floor of the'latter, the boxes inclosing said pipes, registers from said boxes into the car, external ventilating-doors in said boxes, and upright pipes inclosed by boxes and leading from the heating-pipes beneath the car up through the latter and out of the roof thereof, substantially as shown, and for the purposes set forth.

In testimony whereof I affix my signature in presence of two witnesses.

NELSON E. AUSTIN.

Witnesses:

JABEZ AMSBURY, Gnonon H. WILLIAMS. 

